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CN110370916B - Hybrid vehicle, hybrid drive system and gearbox - Google Patents

Hybrid vehicle, hybrid drive system and gearbox Download PDF

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Publication number
CN110370916B
CN110370916B CN201910027640.4A CN201910027640A CN110370916B CN 110370916 B CN110370916 B CN 110370916B CN 201910027640 A CN201910027640 A CN 201910027640A CN 110370916 B CN110370916 B CN 110370916B
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CN
China
Prior art keywords
gear
driven
driven gear
motor
driving
Prior art date
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Active
Application number
CN201910027640.4A
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Chinese (zh)
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CN110370916A (en
Inventor
葛海龙
朱军
王健
徐斌
范玉川
刘新宇
姜德艳
周健
孙俊
顾铮珉
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SAIC Motor Corp Ltd
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SAIC Motor Corp Ltd
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Publication date
Application filed by SAIC Motor Corp Ltd filed Critical SAIC Motor Corp Ltd
Priority to EP19179419.7A priority Critical patent/EP3584101B1/en
Priority to US16/438,071 priority patent/US11364788B2/en
Publication of CN110370916A publication Critical patent/CN110370916A/en
Application granted granted Critical
Publication of CN110370916B publication Critical patent/CN110370916B/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/70—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • B60K2006/4841—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range the gear provides shifting between multiple ratios
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0822—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the arrangement of at least one reverse gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0931—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0047—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising five forward speeds
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Structure Of Transmissions (AREA)
  • Gear Transmission (AREA)

Abstract

The present invention relates to a gearbox for a hybrid vehicle comprising a first and a second gearbox section. The first gearbox part comprises an input shaft and two intermediate shafts, the input shaft is in transmission connection with the engine, a first driving gear and a second driving gear are arranged on the input shaft, a first driven gear and a second driven gear are arranged on the first intermediate shaft, a third driven gear and a fourth driven gear are arranged on the second intermediate shaft, and the first driven gear, the second driven gear, the third driven gear, the fourth driven gear, the sleeve gear and the corresponding driving gear form a forward gear. The two countershafts are each provided with a main reduction gear, which are coupled to a common output shaft. The second gearbox part comprises a third intermediate shaft provided with a first gear driving gear of the motor and a first or second intermediate shaft provided with a first gear driven gear of the motor. The invention also relates to a hybrid drive system and a hybrid vehicle. The occupied space is effectively reduced, the cost is reduced, and the matching efficiency of the engine and the motor is improved.

Description

Hybrid vehicle, hybrid drive system and gearbox
Technical Field
The invention belongs to the technical field of vehicles, and particularly relates to a hybrid vehicle, a hybrid driving system and a gearbox for the hybrid vehicle.
Background
In the modern society, the traditional vehicle industry using petroleum as fuel provides people with quick and comfortable vehicles, increases the dependence of national economy on fossil energy and deepens the contradiction between energy production and consumption. With the continuous increase of the dual pressure of resources and environment, the development of new energy vehicles has become the development direction of the vehicle industry in the future.
The hybrid vehicle is used as a branch of a new energy vehicle, has the advantages of low emission pollution, long driving range, energy conservation and no change of the existing infrastructure, and is widely applied. However, the existing hybrid vehicle power assembly has the defects of large occupied space, high cost of double motors, low matching efficiency of the engine and the motors, poor fuel economy and the like, so that a set of hybrid system with excellent comprehensive performance is researched and developed by improving the power assembly framework of the hybrid system, and the hybrid system has important development value.
Patent document CN107599818A describes a dual clutch transmission for hybrid power, in which two input shafts are in transmission connection with an engine through a dual clutch, and the power of a motor can be output by using all gears of the original dual clutch transmission. The transmission is complicated in structure, and the cooperative work of the engine and the motor is complicated.
In patent CN202283873U, a hybrid vehicle transmission system is described, in which the first and second engine gears are eliminated and replaced by the electric machine gears. In such a transmission system, the cooperative operation of the engine and the motor is problematic.
Disclosure of Invention
An object of the present invention is to provide a hybrid vehicle, a hybrid drive system, and a transmission for a hybrid vehicle, in which the space occupied by the transmission and thus the hybrid drive system having the transmission can be effectively reduced, the cost can be reduced, and the efficiency of the cooperation of the engine and the motor can be improved.
According to a first aspect of the present invention, there is provided a gearbox for a hybrid vehicle, characterised in that the gearbox comprises a first gearbox section and a second gearbox section, the first gearbox section having four forward gears, first to fourth gears, or five forward gears, first to fifth gears, each forward gear being selectively shiftable via selective closure of a plurality of synchronizers;
the first gearbox part comprises exactly one input shaft and exactly two countershafts, the input shaft is constructed to be in transmission connection with an engine, a first driving gear and a second driving gear are arranged on the input shaft, a first driven gear meshed with the first driving gear and a second driven gear meshed with the second driving gear are arranged on the first countershaft of the two countershafts, a third driven gear meshed with the first driving gear and a fourth driven gear meshed with the second driving gear are arranged on the second countershaft of the two countershafts, the first to fourth driven gears are respectively constructed to be sleeved gears, the first to fourth driven gears respectively form four forward gears or one gear among the five forward gears with the corresponding driving gear, under the condition of five forward gears, a further gear is formed by a third drive gear arranged on the input shaft and a fifth driven gear arranged on the first countershaft or on the second countershaft, on which a first final gear is arranged and on which a second final gear is arranged, said first and second final gears being coupled to a common output shaft; and is
The second gearbox part comprises a third intermediate shaft and one intermediate shaft in the two intermediate shafts, the third intermediate shaft is constructed to be in transmission connection with a motor, a motor first gear driving gear is arranged on the third intermediate shaft, and a motor first gear driven gear is arranged on one intermediate shaft;
wherein every two shafts among the input shaft, the first intermediate shaft, the second intermediate shaft, and the third intermediate shaft are arranged in parallel and staggered with each other.
Optionally, the first driving gear may be a fixed gear or a socket gear; and/or the second driving gear can be a fixed gear or a sleeved gear.
Optionally, the synchronizer for the first driven gear and the synchronizer for the second driven gear are configured as a first double-sided synchronizer disposed between the first driven gear and the second driven gear on the first countershaft; and/or the synchronizer for the third driven gear and the synchronizer for the fourth driven gear are formed as a second double-sided synchronizer which is arranged between the third driven gear and the fourth driven gear on the second countershaft.
Alternatively, the third driving gear and the fifth driven gear may form a fifth gear. Alternatively, the third driving gear and the fifth driven gear may form a first gear, a second gear, a third gear or a fourth gear.
Optionally, the first driving gear and the first driven gear form a first gear, the first driving gear and the third driven gear form a third gear, the second driving gear and the second driven gear form a second gear, and the second driving gear and the fourth driven gear form a fourth gear.
Optionally, the first driving gear and the second driving gear are arranged on the input shaft in sequence from one side facing the engine to one side far away from the engine or vice versa; and the third driving gear is arranged on one side facing the engine or one side far away from the engine relative to the first driving gear and the second driving gear, or is arranged between the first driving gear and the second driving gear.
Optionally, the input shaft is configured for driving connection with the engine via a clutch or torque converter.
Optionally, a differential is integrated in the gearbox, wherein the first and second final gears mesh with a differential gear of the differential; or
The output shaft is configured for driving connection with a final drive or differential via a propeller shaft.
Optionally, the electric machine is integrated in the gearbox.
Optionally, the first gearbox section has a reverse gear. Alternatively, the first gearbox part does not have a reverse gear, so that the reverse gear of the gearbox can be realized by the reverse rotation of the electric machine only.
Optionally, a reverse driving gear is disposed on the input shaft, a reverse driven gear is disposed on the first intermediate shaft or the second intermediate shaft, and the reverse driving gear is in transmission connection with the reverse driven gear via an intermediate gear.
Optionally, the intermediate gear is a driving gear of one motor gear, and the reverse driven gear is a driven gear of the one motor gear; or the intermediate gear is an idler gear and the reverse driven gear is a driven gear of one of the motor gears. In the former solution, separate intermediate gears and reverse driven gears may be omitted; in the latter solution, a separate reverse driven gear can be omitted. The gearbox can thus be made more compact.
Optionally, the one motor gear is a motor first gear or a motor second gear. Optionally, the intermediate gear is a first-gear driving gear of the motor, and the reverse driven gear is a first-gear driven gear of the motor; or the intermediate gear is a second-gear driving gear of the motor, and the reverse-gear driven gear is a second-gear driven gear of the motor; or the intermediate gear is the idle gear, and the reverse driven gear is a first gear driven gear of the motor or a second gear driven gear of the motor.
Optionally, the third driving gear is a socket gear, the reverse driving gear is a socket gear, and the synchronizer for the third driving gear and the synchronizer for the reverse driving gear form a third bilateral synchronizer disposed between the third driving gear and the reverse driving gear on the input shaft.
Optionally, a second-gear driving gear of the motor is arranged on the third intermediate shaft, and a second-gear driven gear of the motor is arranged on one intermediate shaft.
Optionally, the first-gear driven gear of the motor and the second-gear driven gear of the motor are socket gears, respectively, and the synchronizer for the first-gear driven gear of the motor and the synchronizer for the second-gear driven gear of the motor are formed as a fourth bilateral synchronizer disposed between the first-gear driven gear of the motor and the second-gear driven gear of the motor on the one intermediate shaft.
Alternatively, the driving gear of one of the motor gears is arranged at the same axial position as the third driving gear with reference to the axis of the input shaft.
Alternatively, the driving gear of one of the electric machine gears is arranged in the same axial position with respect to the axis of the input shaft as the reverse driving gear.
Alternatively, with reference to the axis of the input shaft, the electric machine gears are arranged on the side facing the engine, while the forward gears are arranged on the side facing away from the engine; or one forward gear is arranged on the side facing the engine and the motor gear is arranged on the side facing away from the engine.
Alternatively, the rotor shaft of the electric machine and any one of the input shaft, the first intermediate shaft, the second intermediate shaft, and the third intermediate shaft are arranged offset in parallel with each other.
Optionally, the gearbox is operable in any one of the following operating modes:
an engine-driven mode in which only the input shaft is driven by the engine;
a pure electric mode, in which only one electric gear is driven by the electric machine;
a hybrid drive mode, in which not only the input shaft is driven by the engine, but also one electric gear is driven by the motor;
a charging mode in which the input shaft drives the motor;
the internal combustion engine is started mode, wherein the electric machine drives the input shaft.
Optionally, the charging mode includes:
an idle charging mode in which a power transmission path from the input shaft to the motor includes a reverse drive gear and a drive gear of one motor gear; and
and a driving charging mode, wherein a power transmission path from the input shaft to the motor comprises a driving gear and a driven gear of a forward gear, a first main reducing gear and a second main reducing gear, and a driven gear and a driving gear of a motor gear.
Alternatively, the hybrid drive mode can be achieved with either forward gear and either electric machine gear.
Optionally, the charging mode includes: an idle charging mode in which a power transmission path from the input shaft to the motor includes a reverse drive gear and a drive gear of one motor gear; and a driving charging mode in which a power transmission path from the input shaft to the motor includes a driving gear and a driven gear of a forward gear, first and second main reduction gears, and a driven gear and a driving gear of a motor gear.
Optionally, a third-gear driving gear serving as a first driving gear and a second-fourth-gear driving gear serving as a second driving gear are fixedly arranged on the input shaft in sequence from one side facing the engine to the side far away from the engine; a first main reduction gear, a first gear driven gear serving as a first driven gear, a first bilateral synchronizer and a second gear driven gear serving as a second driven gear are sequentially arranged on one side of the first intermediate shaft facing the engine and far away from the engine; a second driving reduction gear, a third-gear driven gear serving as a third driven gear, a second bilateral synchronizer, a fourth-gear driven gear serving as a fourth driven gear and a first-gear driven gear of a motor are sequentially arranged on one side, facing the engine, of the second intermediate shaft to the side far away from the engine; the third intermediate shaft is in transmission connection with the motor and is provided with a first gear driving gear of the motor; the output shaft is provided with a differential, and a differential gear of the differential is respectively meshed with the first main reduction gear and the second main reduction gear.
Optionally, the input shaft is further provided with a first synchronizer and a reverse gear driving gear, the first synchronizer can be engaged with the reverse gear driving gear, and the reverse gear driving gear is engaged with the first gear driving gear of the motor.
Optionally, the transmission further comprises a reverse gear idler shaft and an idler wheel arranged on the reverse gear idler shaft, and the input shaft is further provided with a first synchronizer and a reverse gear driving gear; the idler wheel is meshed with the reverse gear driving gear and the first gear driven gear of the motor respectively.
Optionally, the input shaft is further provided with a fifth-gear driving gear serving as a third driving gear, the first synchronizer is a component of a third bilateral synchronizer, and the third bilateral synchronizer can be respectively engaged with the fifth-gear driving gear or the reverse driving gear; and the first intermediate shaft or the second intermediate shaft is provided with a fifth-gear driven gear which is matched with the fifth-gear driving gear and is used as a fifth driven gear.
Optionally, the first gear driven gear of the motor is a fixed gear fixedly arranged on the second intermediate shaft; or the first gear driven gear of the motor is a sleeved gear sleeved on the second intermediate shaft, and the second intermediate shaft is also provided with a second synchronizer used for the first gear driven gear.
Optionally, the third intermediate shaft is further provided with a motor second gear driving gear, and the second intermediate shaft is provided with a motor second gear driven gear; the second synchronizer is a component of a fourth bilateral synchronizer, and the fourth bilateral synchronizer is positioned between the first gear driven gear of the motor and the second gear driven gear of the motor.
Optionally, the third intermediate shaft and the motor realize transmission through a gear or a chain wheel.
In a particularly advantageous embodiment, the transmission has the following technical features:
the input shaft is equipped with in proper order by one side towards the engine to the one side of keeping away from the engine: the transmission comprises a reverse gear driving gear, a third bilateral synchronizer, a fifth gear driving gear, a first three-gear driving gear and a second four-gear driving gear, wherein the reverse gear driving gear is formed as a sleeved gear;
the first intermediate shaft is sequentially provided with from one side facing the engine to one side far away from the engine: the first driving reduction gear, the second gear driven gear of the motor, the fourth bilateral synchronizer, the first gear driven gear of the motor, the first gear driven gear serving as the first driven gear, the first bilateral synchronizer and the second gear driven gear serving as the second driven gear;
the second jackshaft is equipped with in proper order by one side towards the engine to the one side of keeping away from the engine: the transmission comprises a first main reduction gear, a fifth-gear driven gear serving as a fifth driven gear, a third-gear driven gear serving as a third driven gear, a first double-sided synchronizer and a fourth-gear driven gear serving as a fourth driven gear;
the third jackshaft with motor drive is connected, just the third jackshaft by towards one side of engine is to keeping away from one side of engine is equipped with in proper order: a first gear driving gear of the motor and a first gear driving gear of the motor;
the output shaft is provided with a differential, and a differential gear of the differential is respectively meshed with the first main reduction gear and the second main reduction gear.
According to a second aspect of the invention, there is provided a hybrid drive system comprising an engine and an electric machine and a gearbox for a hybrid vehicle according to the first aspect of the invention.
According to a third aspect of the invention, there is provided a hybrid vehicle including the above hybrid drive system.
In a preferred embodiment, to solve the above technical problem, the present invention provides a hybrid drive system of a vehicle, which includes an engine, a motor, and a transmission case, wherein the transmission case includes an input shaft, a first intermediate shaft, a second intermediate shaft, a third intermediate shaft, and an output shaft, which are arranged in parallel; the input shaft is connected with the engine through a clutch, and a three-gear driving gear and a two-four-gear driving gear are fixedly arranged on the input shaft in sequence from one side of the input shaft facing the engine to the side of the input shaft far away from the engine; a first main reduction gear, a first gear driven gear, a first bilateral synchronizer and a second gear driven gear are sequentially arranged on one side of the first intermediate shaft facing the engine and far away from the engine; a second driving reduction gear, a three-gear driven gear, a second bilateral synchronizer, a four-gear driven gear and a first-gear driven gear of a motor are sequentially arranged on one side of the second intermediate shaft, which faces the engine, to the side far away from the engine; the third intermediate shaft is in transmission connection with the motor and is provided with a first gear driving gear of the motor; the output shaft is provided with a differential, and a differential gear of the differential can be meshed with the first main reduction gear and the second main reduction gear respectively.
Optionally, the input shaft is further provided with a first synchronizer and a reverse gear driving gear, the first synchronizer can be engaged with the reverse gear driving gear, and the reverse gear driving gear is engaged with the first gear driving gear of the motor.
Optionally, the transmission further comprises a reverse gear idler shaft and an idler wheel arranged on the reverse gear idler shaft, and the input shaft is further provided with a first synchronizer and a reverse gear driving gear; the idler wheel is meshed with the reverse gear driving gear and the first gear driven gear of the motor respectively.
Optionally, the input shaft is further provided with a fifth-gear driving gear, the first synchronizer is a component of a third bilateral synchronizer, and the third bilateral synchronizer can be respectively engaged with the fifth-gear driving gear or the reverse gear driving gear; and the first intermediate shaft or the second intermediate shaft is provided with a five-gear driven gear matched with the five-gear driving gear.
Optionally, the first gear driven gear of the motor is a fixed gear fixedly arranged on the second intermediate shaft.
Optionally, the first gear driven gear of the motor is a socket gear sleeved on the second intermediate shaft, and the second intermediate shaft is further provided with a second synchronizer fixedly connected with the socket gear.
Optionally, the third intermediate shaft is further provided with a motor second gear driving gear, and the second intermediate shaft is provided with a motor second gear driven gear; the second synchronizer is a component of a fourth bilateral synchronizer, and the fourth bilateral synchronizer is positioned between the socket gear and the second gear driven gear of the motor.
Optionally, the third intermediate shaft and the motor realize transmission through a gear or a chain wheel.
The hybrid vehicle and the hybrid driving system thereof provided by the invention can enable the structures of the gearbox and the hybrid system to be simple and compact through the configuration design of gears; the requirements of pure engine, pure electric and hybrid driving can be met through different gear transmission routes; through the matching of the engine gear and the motor gear, the reasonable double-source power input and distribution can improve the power performance and the fuel economy of the whole vehicle; and the problem of power interruption during gear shifting of the automatic gearbox can be completely solved through the alternate work of the motor and the engine and the opening and closing control of the clutch.
Drawings
In order to make the technical solutions of the present invention better understood by those skilled in the art, the present invention will be further described in detail with reference to the accompanying drawings and specific embodiments.
Fig. 1 is a schematic configuration diagram of a hybrid drive system for a vehicle according to a first embodiment of the invention;
fig. 2 is a schematic configuration diagram of a hybrid drive system for a vehicle according to a second embodiment of the present invention;
fig. 3 is a schematic configuration diagram of a hybrid drive system for a vehicle according to a third embodiment of the present invention;
fig. 4 is a schematic configuration diagram of a hybrid drive system for a vehicle according to a fourth embodiment of the invention;
fig. 5 is a schematic configuration diagram of a hybrid drive system for a vehicle according to a fifth embodiment of the invention;
FIG. 6 is a schematic diagram of a third countershaft and a motor driven by sprockets in a hybrid drive system according to an embodiment of the present invention; and is
FIG. 7 is a simplified diagram of a hybrid drive range combination according to one embodiment.
Detailed Description
Fig. 1 is a schematic configuration diagram of a hybrid drive system for a vehicle according to a first embodiment of the present invention. The hybrid drive system comprises an internal combustion engine or motor 7, an electric machine 33 and a gearbox. The engine 7 may be in driving connection with the input shaft 14 of the gearbox, for example via a single clutch 8 or a hydrodynamic torque converter, not shown, with the input shaft 14. If necessary, a torsional damper may be provided between the engine 7 and the input shaft 14. The motor 23 may be integrated with the gearbox or may be mounted as a separate module on the housing of the gearbox.
The transmission for a hybrid vehicle shown in fig. 1 includes a first transmission section having five forward gears, i.e., first through fifth gears, each of which is selectively shiftable via selective closure of a plurality of synchronizers, and a second transmission section.
The first transmission part comprises exactly one input shaft 14 and exactly two countershafts 6, 25, the input shaft 14 being designed for a drive connection to the engine 7, a first drive gear 9 and a second drive gear 10 and a third drive gear 11 being provided on the input shaft 14. A first driven gear 2 meshing with the first driving gear 9, a second driven gear 4 meshing with the second driving gear 10, and a fifth driven gear meshing with the third driving gear 11 are provided on the first intermediate shaft 6. A third driven gear 19 meshed with the first driving gear 9 and a fourth driven gear 21 meshed with the second driving gear 10 are arranged on the second intermediate shaft 25, the first to fourth driven gears 2, 4, 19 and 21 are respectively formed into socket gears, the first to fourth driven gears 2, 4, 19 and 21 respectively form one gear of the five forward gears with the corresponding driving gear, and the third driving gear 11 and the fifth driven gear 5 form the other forward gear.
In the embodiment shown in fig. 1, the first driving gear 9 and the first driven gear 2 form a first gear, the first driving gear 9 and the third driven gear 19 form a third gear, the second driving gear 10 and the second driven gear 4 form a second gear, the second driving gear 10 and the fourth driven gear 21 form a fourth gear, and the third driving gear 11 and the fifth driven gear 5 form a fifth gear. Here, the first driving gear 9 may be referred to as a three-gear driving gear, the second driving gear may be referred to as a two-four-gear driving gear, and the third driving gear may be referred to as a five-gear driving gear.
In principle, the individual forward gears of the first subtransmission can be combined in any desired manner. For example, it is also possible that the first driving gear 9 forms a first gear and a fifth gear with the first driven gear 2 and the third driven gear 19, the second driving gear 10 forms a second gear and a fourth gear with the second driven gear 4 and the fourth driven gear 21, and the third driving gear 11 forms a third gear with the fifth driven gear 5.
The order of the drive gears 9, 10, 11 on the input shaft 14 can be selected as required. For example, it is also possible that the first driving gear 9 shown in fig. 1 together with the first driven gear 2 and the third driven gear 19 can exchange axial positions with the second driving gear 10 together with the second driven gear 4 and the fourth driven gear 21; it is also possible for the third drive gear 11 to be arranged axially between the first drive gear 9 and the second drive gear 10 together with the fifth driven gear 5.
In fig. 1, the first drive gear 9 and the second drive gear 10 are stationary gears, respectively. Alternatively, it is also possible that one or both of the first drive gear 9 and the second drive gear 10 may be a socket gear, so that it is not necessary for both drive gears 9, 10 to be driven simultaneously at all times when the engine is driven.
In fig. 1, the plurality of gears are formed as socket gears. The bell and spigot gears may be provided with synchronizers which, when engaged, may cause the bell and spigot gears to connect with the respective shafts without relative rotation. A synchronizer can be understood as a switching element which has an open state in which the sleeve gear can be rotated relative to the respective shaft and a closed state in which the sleeve gear is connected to the respective shaft in a rotationally fixed manner so as to rotate jointly. The synchronizer can be, for example, a friction-locking or form-locking shift element. Two adjacent synchronizers can be combined into a double synchronizer, thereby simplifying the structure and reducing the number of synchronizers and corresponding operating mechanisms.
The first gearbox section may have at least one reverse gear, preferably exactly one reverse gear. For this purpose, in the embodiment shown in fig. 1, a reverse drive gear 13 is provided on the input shaft 14, a reverse driven gear is provided on the second countershaft, and the reverse drive gear 13 is drivingly connected to the reverse driven gear via one intermediate gear. In this case, the driven gear 24 of the first gear of the electric machine serves as a reverse driven gear, and the drive gear 30 of the first gear of the electric machine serves as an intermediate gear. Alternatively, it is also possible to provide a separate reverse driven gear and a separate intermediate gear. For example, a separate reverse driven gear may be provided on the first countershaft 6. In fig. 1, the engagement of the reverse drive gear 13 with the first-gear drive gear 30 of the electric machine is schematically indicated by a dashed line.
In fig. 1, a first final reduction gear 1 is provided on the first intermediate shaft 6 and a second final reduction gear 18 is provided on the second intermediate shaft 25, said first and second final reduction gears being coupled to a common output shaft 26, more specifically meshing with the differential gear 17 of the differential 27 (schematically represented by a broken line in fig. 1), the output shaft 26 comprising two half-shafts. The differential 27 is integrated into the transmission or permanently connected to the transmission. Alternatively, it is also possible that the differential 27 is a separate module, and the output shaft of the transmission can be drivingly connected to the differential via a propeller shaft, the gear of which output shaft meshes with both final reduction gears 1, 18. The final reduction gears 1, 18 are arranged here on the side of the respective countershaft facing the engine 7. In principle, the final gear wheel can be arranged at any axial position, for example also on the side of the respective countershaft remote from the engine 7.
The second gearbox part comprises a third intermediate shaft 31 and one of the two intermediate shafts 6, 25, here the second intermediate shaft 25. The third intermediate shaft 31 is configured for driving connection with an electric machine 33, which may comprise one or more electric machine gears. In the embodiment shown in fig. 1, two motor gears are present, wherein a first motor gear drive gear 30 and a second motor gear drive gear 29 are provided on the third countershaft 31, and a first motor gear driven gear 24 and a second motor gear driven gear 22 are provided on the second countershaft 25. The first-gear motor driven gear 24 and the second-gear motor driven gear 22 are each designed as a double clutch gear and are provided with a double-sided synchronizer 23. The motor first gear driving gear 30 and the motor second gear driving gear 29 are respectively constituted as fixed gears. Alternatively, it is possible for one or both of the first-gear drive gear 30 and the second-gear drive gear 29 of the electric motor to be designed as a sleeve gear and to be provided with a corresponding synchronizer. The axial sequence of the individual motor gears can be arbitrary.
In an advantageous embodiment, the first motor gear drive gear 30 is designed as a sleeve gear, so that the electric motor 33 is not driven by the reverse drive gear 13 when the reverse drive gear 13 forms a reverse gear with the first motor gear driven gear 24 or the reverse driven gear. In the case of a hybrid reverse gear, the synchronizer of the electric machine first gear drive gear 30 is engaged, the electric machine 33 is reversed, and the electric machine 33 also drives the electric machine first gear driven gear 24 or reverse driven gear to provide additional reverse gear torque.
In fig. 1, two shafts of the input shaft 14, the first intermediate shaft 6, the second intermediate shaft 25, and the third intermediate shaft 31, and the rotor shaft 34 of the electric machine are arranged offset parallel to each other. The motor 33 is in transmission connection with the third intermediate shaft 31 through the first transmission gear 32 and the second transmission gear 28. Alternatively, the rotor shaft 34 of the electric motor 33 can also be in driving connection with the third countershaft by a chain drive, belt drive or other drive. For example, in the case of an electric motor 33 with an integrated reduction mechanism, the output shaft of the electric motor can also be arranged coaxially with the third intermediate shaft 31.
In fig. 1, the synchronizer for the first driven gear 2 and the synchronizer for the second driven gear 4 are designed as a first double-sided synchronizer 3 which is arranged between the first driven gear 2 and the second driven gear 4 on a first countershaft 6. The synchronizer for the third driven gearwheel 19 and the synchronizer for the fourth driven gearwheel 21 are designed as a second double-sided synchronizer 20 which is arranged between the third driven gearwheel 19 and the fourth driven gearwheel 21 on the second countershaft 25. The synchronizer for the third drive gear 11 and the synchronizer for the reverse drive gear 13 are configured as a third double-sided synchronizer 12 disposed on the input shaft 14 between the third drive gear 11 and the reverse drive gear 13. The synchronizer for the first-gear driven gearwheel 24 of the electric machine and the synchronizer for the second-gear driven gearwheel 22 of the electric machine are designed as a fourth double-sided synchronizer 23 which is arranged on the second countershaft between the first-gear driven gearwheel 24 of the electric machine and the second-gear driven gearwheel 22 of the electric machine. A particularly compact transmission can be realized by the arrangement shown in fig. 1.
It is also advantageous if one of the two electric machine gears (here the electric machine second gear) has the same axial position as the third driving gear 11, and the other of the two electric machine gears (here the electric machine first gear) has the same axial position as the reverse driving gear. The gearbox can thus be made more compact.
In an embodiment that is not described, the third driving gear 11 and the reverse driving gear 13 shown in fig. 1 can be replaced by one common driving gear, with which the fifth driven gear 5 and the intermediate gear (here the first gear driving gear 30 of the electric machine) mesh, and the fifth driven gear 5 is modified from a fixed gear to a socket gear.
The embodiment shown in fig. 2 to 5 is similar to the embodiment shown in fig. 1. The main differences between them are explained below. The embodiments of fig. 2-5 are readily understood by reference to the corresponding figures, with reference to the detailed description of the embodiment of fig. 1.
Fig. 2 is a schematic configuration diagram of a hybrid drive system for a vehicle according to a second embodiment of the present invention. The embodiment according to fig. 2 differs from the embodiment according to fig. 1 mainly in that the transmission according to fig. 1 has five gears, whereas the transmission according to fig. 2 does not have five gears. In other respects, reference may be made to the above description. The reverse driven gear is realized here by the electric machine first gear driven gear 24. Alternatively, the reverse driven gear can also be realized by the second-gear driven gear 22 of the electric motor.
Fig. 3 is a schematic configuration diagram of a hybrid drive system for a vehicle according to a third embodiment of the present invention. The embodiment according to fig. 3 differs from the embodiment according to fig. 1 mainly in that the transmission according to fig. 1 has two electric machine gears, whereas the transmission according to fig. 3 has exactly one electric machine gear; and the embodiment of the reverse gear of the first gearbox section is different, in fig. 3 the intermediate gear of the reverse gear and the reverse driven gear are realized by means of the idler gear 16 and the electric machine first gear driven gear 24.
In the embodiment shown in fig. 3, the first-gear drive motor gear 30 and the first-gear driven motor gear 24 are each a fixed gear. Alternatively, it is also possible that one or both of the motor first drive gear 30 and the motor first driven gear 24 are socket gears.
Fig. 4 is a schematic configuration diagram of a hybrid drive system for a vehicle according to a fourth embodiment of the present invention. The embodiment according to fig. 4 differs from the embodiment according to fig. 1 mainly in the embodiment of the reverse gear of the first gearbox part, in which fig. 4 the intermediate gear of the reverse gear and the reverse driven gear are realized by means of the idler gear 16 and the electric machine first gear driven gear 24.
Fig. 5 is a schematic configuration diagram of a hybrid drive system for a vehicle according to a fifth embodiment of the present invention. The embodiment according to fig. 5 differs from the embodiment according to fig. 1 primarily in that the arrangement of the individual gears of the transmission is different. In fig. 5, with reference to the axis of the input shaft 14, a reverse drive gear 13, a third drive gear 11, a first drive gear 9, and a second drive gear 10 are provided on the input shaft 14 in this order from the side toward the engine 7 to the side away from the engine 7. The axial position of the respective driven gears on the first and second intermediate shafts 6, 25 changes accordingly. The second gear of the motor has the same axial position as the reverse drive gear 13, and the second gear drive gear 29 of the motor forms an intermediate gear and the second gear driven gear 22 of the motor forms a reverse driven gear. The first gear of the motor and the third driving gear 11 have the same axial position. The second gearbox section here comprises the first countershaft, whereas in the embodiment shown in fig. 1 to 4 the second gearbox section comprises the second countershaft. In a variant that is not shown, the axial positions of the first gear of the electric machine and the second gear of the electric machine can be interchanged, so that the reverse drive gear 13 is combined with the first gear of the electric machine, and the second gear of the electric machine is in the same axial position as the first drive gear 11.
It should be noted here that the technical features in the respective embodiments of the present application may be combined with each other as long as such combinations are not mutually contradictory.
The transmission according to the invention can be operated in any of the following operating modes:
an engine drive mode in which only the input shaft 14 is driven by the engine 7;
electric-only mode, in which only one electric gear is driven by the electric motor 33;
a hybrid drive mode, in which not only the input shaft 14 is driven by the engine, but also one electric gear is driven by the electric motor 33, wherein the hybrid drive mode can be realized by either forward gear and either motor gear;
a charging mode in which the input shaft 14 drives the motor 33, preferably including an idle charging mode and a drive charging mode;
a start engine mode, wherein the electric machine 33 drives the input shaft 14; and
a reverse mode comprising: a reverse mode via the engine alone, a reverse mode via the electric machine alone, and a hybrid reverse mode via not only the engine but also the electric machine.
In a particularly advantageous embodiment, a hybrid drive system and a hybrid vehicle comprising such a hybrid drive system are provided, wherein the hybrid drive system comprises an engine 7, an electric machine 33 and a gearbox comprising an input shaft 14, a first intermediate shaft 6, a second intermediate shaft 25, a third intermediate shaft 31 and an output shaft 26 spatially arranged in parallel. The input shaft 14 is connected with the engine 7 through the clutch 8, and a three-gear driving gear (a first driving gear 9) and a two-four-gear driving gear (a second driving gear 10) are fixedly arranged on the input shaft 14 in sequence from one side facing the engine 7 to the side far away from the engine 7; a first main reduction gear 1, a first gear driven gear (a first driven gear 2), a first bilateral synchronizer 3 and a second gear driven gear (a second driven gear 4) are sequentially arranged on the first intermediate shaft 6 from one side facing the engine 7 to one side far away from the engine 7; the second intermediate shaft 25 is sequentially provided with a second main reduction gear 18, a three-gear driven gear (third driven gear 19), a second double-side synchronizer 20, a four-gear driven gear (fourth driven gear 21) and a first motor gear driven gear 24 from one side facing the engine 7 to one side far away from the engine 7; the third intermediate shaft 31 is in transmission connection with a motor 33, and the third intermediate shaft 31 is provided with a motor first gear driving gear 30; the output shaft 26 is provided with a differential 27, and the differential gear 17 of the differential 27 can mesh with the first final gear 1 and the second final gear 18, respectively.
In the hybrid drive system, four gears with the engine 7 as a power source and one gear with the motor 33 as a power source are included, wherein the description of the first gear, the second gear, the third gear, the fourth gear and the first gear of the motor is for distinguishing the gears, and is not used for limiting the specific gear structure.
The specific power transmission route of each gear is as follows:
first gear of the engine: the first double-sided synchronizer 3 on the first intermediate shaft 6 is shifted to be engaged with a gear driven gear which is sleeved on the first intermediate shaft 6, the clutch 8 is closed, and the power output by the engine 7 sequentially passes through the input shaft 14, a three-gear driving gear, a gear driven gear, the first intermediate shaft 6, the first main reduction gear 1 and the differential gear 17, passes through the differential 27 and is finally output by the output shaft 26.
And (3) second gear of the engine: the first double-sided synchronizer 3 on the first intermediate shaft 6 is shifted to be engaged with the second gear driven gear which is sleeved on the first intermediate shaft 6, the clutch 8 is closed, and the power output by the engine 7 sequentially passes through the input shaft 14, the second and fourth gear driving gears, the second gear driven gear, the first intermediate shaft 6, the first main reduction gear 1 and the differential gear 17, passes through the differential 27 and is finally output by the output shaft 26.
Three gears of the engine: the second double-sided synchronizer 20 on the second intermediate shaft 25 is shifted to be engaged with the three-gear driven gear 19 which is freely sleeved on the second intermediate shaft 25, the clutch 8 is closed, and the power output by the engine 7 passes through the input shaft 14, a three-gear driving gear, the three-gear driven gear, the second intermediate shaft 25, the second main reduction gear 18 and the differential gear 17, passes through the differential 27 and is finally output by the output shaft 26.
Four gears of the engine: the second double synchronizer 20 on the second intermediate shaft 25 is shifted to be engaged with the four-gear driven gear which is freely sleeved on the second intermediate shaft 25, the clutch 8 is closed, and the power output by the engine 7 passes through the input shaft 14, the two-four gear driving gear, the four-gear driven gear, the second intermediate shaft 25, the second main reduction gear 18 and the differential gear 17, passes through the differential 27 and is finally output by the output shaft 26.
The power transmission route of the first gear of the motor is as follows: the power output from the motor 33 passes through the third intermediate shaft 31, the motor first gear driving gear 30, the motor first gear driven gear 24, the second intermediate shaft 25, the second final reduction gear 18, and the differential gear 17 in this order, passes through the differential 27, and is finally output from the output shaft 26.
When the engine 7 and the motor 33 are used as hybrid power sources, the power transmission route from the first gear of the motor to one of the four gears of the engine is coupled on the basis of the power transmission route from the first gear of the motor, so that four hybrid power working conditions of vehicle advancing can be realized.
In this particularly advantageous embodiment, the requirements for engine-only driving, electric-only driving and hybrid driving can be met. Here, only one motor 33 is arranged as an electric power source, so that the cost is low, and under the condition of meeting the gear requirement, the whole volume of the hybrid power driving system can be reduced, the occupied space is further reduced, and the installation of the hybrid power driving system of the vehicle is facilitated. Meanwhile, through the alternate work of the motor 33 and the engine 7 and the opening and closing control of the clutch 8, the gears can be freely switched, and the problem of power interruption can be effectively avoided in the gear shifting process. Meanwhile, the gears are large in number, the driving efficiency of the engine 7 and the motor 33 is high, power matching among the gears is better, and further the power performance and the fuel economy of the whole vehicle can be improved.
In this embodiment, when the electric motor is driven by a pure electric motor, the reverse gear may be the same as the power transmission route of the first gear of the electric motor, and the electric motor 33 may be controlled to rotate in the reverse direction. In the case of pure engine drive, the reverse gear function can be realized by the following two schemes:
in the first scheme, as shown in fig. 1, the input shaft 14 is provided with a first synchronizer and a reverse driving gear 13, the first synchronizer (a component of the double-sided synchronizer 12 on the right side in fig. 1) can be engaged with the reverse driving gear 13, and the reverse driving gear 13 can be engaged with the motor first gear driving gear 30, in the reverse gear of the engine in the scheme, the first synchronizer on the input shaft 14 is firstly dialed to be engaged with the reverse driving gear 13 which is sleeved on the input shaft 14, and the power output by the engine 7 sequentially passes through the input shaft 14, the reverse driving gear 13, the motor first gear driving gear 30, the motor first gear driven gear 24, the second intermediate shaft 25, the second main reduction gear 18 and the differential gear 17, passes through the differential 27, and is finally output by the output shaft 26.
In the second scheme, referring to fig. 2-4, the hybrid drive system further includes a reverse idler shaft 15 and an idler 16 disposed on the reverse idler shaft 15, and the input shaft 14 is provided with a first synchronizer (indicated by reference numeral 35 in fig. 2) and a reverse driving gear 13, and the idler 16 is respectively engaged with the reverse driving gear 13 and the first-gear driven gear 24 of the motor, in the engine reverse gear of the scheme, the first synchronizer on the input shaft 14 is firstly pulled to be engaged with the reverse driving gear 13 which is sleeved on the input shaft 14, and the power output by the engine 7 sequentially passes through the input shaft 14, the reverse driving gear 13, the idler 16 disposed on the reverse idler shaft 15, the first-gear driven gear 24 of the motor, the second intermediate shaft 25, the second main reduction gear 18 and the differential gear 17, and is finally output by the output shaft 26 via the differential 27.
The two schemes are that power is transmitted to the first gear driven gear 24 of the motor from the reverse gear driving gear 13 and then transmitted to the second intermediate shaft 25 to achieve the reverse gear function, wherein in the first scheme, the reverse gear driving gear 13 arranged on the input shaft 14 is meshed with the first gear driving gear 30 of the motor, and further the reverse gear is achieved through meshing transmission between the first gear driving gear 30 of the motor and the first gear driven gear 24 of the motor arranged on the second intermediate shaft 25, and compared with the second scheme, the overall structure is simple. In the second scheme, the reverse idler shaft 15 and the reverse idler 16 are arranged to realize power transmission between the reverse driving gear 13 and the first-gear driven gear 24 of the motor, so as to realize reverse gear of the vehicle, and compared with the first scheme, the space setting requirement of the reverse driving gear 30 and the first-gear driving gear 30 of the motor can be reduced, namely the space relative position of the input shaft 14 and the third intermediate shaft 31 is reduced. The first scheme and the second scheme can both realize the reverse gear function under the driving condition of the engine, and can be specifically selected according to requirements.
When the engine 7 and the motor 33 are used as hybrid power sources, the reverse power transmission path driven by a pure electric machine is coupled with the reverse power path driven by a pure engine, so that the hybrid condition of the vehicle backing can be realized.
In addition, the hybrid drive system of the vehicle may further have an idle charge condition, a drive charge condition, and a motor start engine condition through power interaction between the engine 7 and the motor 33.
And (3) idle charging working condition: when the battery level is low, the engine 7 may power the motor 33 and drive the motor 33 to charge the battery in reverse. The first synchronizer on the dial input shaft 14 is engaged with the reverse gear driving gear 13, the clutch 8 is closed, the power output by the engine 7 sequentially passes through the input shaft 14, the reverse gear driving gear 13, the first gear driving gear 30 of the motor (the reverse gear driving gear 13 is in direct transmission with the first gear driving gear 30 of the motor or is in transmission connection with the first gear driven gear 24 of the motor through the idler 16) and the third intermediate shaft 31, and finally the power is transmitted to the motor 33 to reversely charge the battery.
The charging working condition of the running vehicle is as follows: in the driving process, when the electric quantity of the battery is low, the engine 7 can provide power for the motor 33, the motor 33 is driven to charge the battery reversely, the driving charging under each hybrid working condition can be completed through gear switching, taking a first gear of the engine and a first gear of the motor as examples, the first bilateral synchronizer 3 on the first intermediate shaft 6 is shifted to be engaged with a driven gear of a gear which is sleeved on the first intermediate shaft 6, the clutch 8 is closed, the power output by the engine 7 sequentially passes through the input shaft 14, a driving gear of three gears, the driven gear of the gear, the first intermediate shaft 6, the first main reduction gear 1 and the differential gear 17, wherein a part of the power is output through the differential 27 and finally through the output shaft 26; the other part of the power passes through the second main reduction gear 18, the second intermediate shaft 25, the first gear driven gear 24 of the motor, the first gear driving gear 30 of the motor and the third intermediate shaft 31 in sequence, and finally the power is transmitted to the motor 33 to enable the motor 33 to charge the battery reversely.
Power condition of motor 33 starting engine 7: when the vehicle is started or the vehicle is switched to a hybrid operating mode from a pure electric drive operating mode, the motor 33 can be used as a starting motor of the engine 7, and the engine 7 can be started through the gear of the motor 33 and the gear of the engine 7 through gear switching. Taking a first gear of the motor and a first gear of the engine as examples, the first bilateral synchronizer 3 on the first intermediate shaft 6 is shifted to be engaged with a driven gear of a gear which is sleeved on the first intermediate shaft 6, the clutch 8 is closed, and the power output by the motor 33 sequentially passes through the third intermediate shaft 31, the driving gear 30 of the first gear of the motor, the driven gear 24 of the first gear of the motor, the second intermediate shaft 25, the second main reduction gear 18 and the differential gear 17, wherein a part of the power is output by the output shaft 26 through the differential 27; the other part of the power passes through the first main reduction gear 1, the first intermediate shaft 6, the first gear driven gear, the third gear driving gear, the input shaft 14 and the clutch 8 in sequence, and finally the power is transmitted to the engine 7 to start the engine 7.
In addition to the above embodiment, the input shaft 14 may further be provided with a fifth-gear driving gear (third driving gear 11), the first intermediate shaft 6 or the second intermediate shaft 25 may be provided with a fifth-gear driven gear (fifth driven gear 5) adapted to the fifth-gear driving gear, that is, the engine 7 may have five gears when serving as a power source, in this case, the first synchronizer may be a component of the third bilateral synchronizer 12, and the third bilateral synchronizer 12 may be selectively engaged with the fifth-gear driving gear or the reverse driving gear 13. When the engine 7 has four gears as a power source, the first synchronizer may be a single-sided synchronizer 35 engageable with the reverse drive gear 13.
In the present embodiment, as shown in fig. 1, 3 and 4, for example, the fifth-gear driven gear is disposed on the first intermediate shaft 6, the third bilateral synchronizer 12 on the input shaft 14 is shifted to be engaged with the fifth-gear driving gear that is freely sleeved on the input shaft 14, the clutch 8 is closed, and the power output by the engine 7 sequentially passes through the input shaft 14, the fifth-gear driving gear, the fifth-gear driven gear, the first intermediate shaft 6, the first main reduction gear 1 and the differential gear 17, passes through the differential 27, and is finally output by the output shaft 26.
In this case, the engine 7 may have five gears as a power source, and when the engine 7 and the motor 33 are used as a hybrid power source, the power transmission route from the first gear of the motor to one of the five gears of the engine is coupled on the basis of the power transmission route from the first gear of the motor, so that five hybrid power conditions under which the vehicle advances can be realized. The power matching of the engine 7 and the motor 33 can be better realized by increasing gears, and the power performance and the fuel economy of the whole vehicle can be further improved.
In the above embodiment, the first gear driven gear 24 of the motor can include two settings, the first setting is that the first gear driven gear 24 of the motor is a fixed gear fixed on the second intermediate shaft 25; in the second setting, the driven gear 24 of the first gear of the motor is a socket gear sleeved on the second intermediate shaft 25, and the second intermediate shaft 25 is also provided with a second synchronizer fixedly connected with the socket gear. Wherein, overall structure can be simplified to the first kind of setting condition, and the second kind sets up the mode of setting up the condition comparatively nimble, and the power transmission that the first fender position of motor all can be realized to two kinds of setting conditions.
The second setting is flexible, and on this basis, the third intermediate shaft 31 may further be provided with a second-gear driving gear 29 of the motor, and correspondingly, the second intermediate shaft 25 is provided with a second-gear driven gear 22 of the motor, and at this time, the second synchronizer is a component of the fourth bilateral synchronizer 23, and the fourth bilateral synchronizer 23 is located between the first-gear driven gear 24 of the motor and the second-gear driven gear 22 of the motor. That is, the pure electric drive comprises two gears, as shown in fig. 1, 2 and 4, and the fourth bilateral synchronizer 23 on the second countershaft 25 is shifted to be engaged with the driven gear 24 of the first gear of the electric machine which is freely sleeved on the second countershaft 25, and the power transmission route is as described above; for the second gear of the motor, the fourth double-sided synchronizer 23 on the second intermediate shaft 25 is shifted to be engaged with the second gear driven gear 22 of the motor which is freely sleeved on the second intermediate shaft 25, and the power output by the motor 33 sequentially passes through the third intermediate shaft 31, the second gear driving gear 29 of the motor, the second gear driven gear 22 of the motor, the second intermediate shaft 25, the second main reduction gear 18 and the differential gear 17, passes through the differential 27 and is finally output by the output shaft 26.
In this case, the motor 33 may have two gears as a power source, and when the engine 7 and the motor 33 are used as a hybrid power source, the engine gear power transmission route is coupled on the basis of the power transmission route of the first gear of the motor and the power transmission route of the second gear of the motor, so that eight (four gears are driven by a pure engine) or ten (five gears are driven by a pure engine) hybrid power conditions under which the vehicle moves forward can be achieved. The power matching of the engine 7 and the motor 33 can be better realized by increasing gears, and the power performance and the fuel economy of the whole vehicle can be further improved.
In this embodiment, under the pure electric machine driven condition, reverse gear also can be the same with above-mentioned motor second gear power transmission route, control motor 33 antiport can, two reverse gears when pure electric machine drives promptly all can with the engine power route coupling that reverses gear, realize two kinds of hybrid operating modes that the vehicle backed up.
When the engine 7 has five gears as a power source and the motor 33 has two gears as a power source, a five-gear driven gear may be provided on the first intermediate shaft 6.
In the above-described embodiments, the output shaft 26 is permanently connected to the differential gear 17 or the output shaft gear. It is also possible for the differential gear 17 or the output shaft gear to be designed as a sleeve gear and to be provided with a synchronizer. For example, when the engine 7 drives the electric machine 33 via the differential gear 17 or the output shaft gear to generate electricity, the synchronizer is disengaged and the output shaft 26 is not driven by the engine 7. When the electric machine 33 drives the input shaft 14 via the differential gear 17 or the output shaft gear and thus starts the engine 7, the synchronizer is disengaged, so that the electric machine 33 can not simultaneously assume the function of driving the vehicle.
In the above embodiments, the third intermediate shaft 31 is in transmission connection with the motor 33, specifically, transmission between the two can be realized through gears or chains. For example, as shown in fig. 1 to 4, a rotor shaft 34 of the motor 33 is provided with a first transmission gear 32, a third intermediate shaft 31 is provided with a second transmission gear 28 adapted to the first transmission gear 32, the rotor shaft 34 of the motor 33 and the third intermediate shaft 31 are in transmission connection through gear engagement, and the power of the motor 33 sequentially passes through the rotor shaft 34, the first transmission gear 32 and the second transmission gear 28 and is transmitted to the third intermediate shaft 31. For example, as shown in fig. 5, the motor 33 may be in transmission connection with the third intermediate shaft 31 through more transmission gears. For example, as shown in fig. 6, the rotor shaft 34 of the motor 33 is provided with a first driving sprocket 38, the third intermediate shaft is provided with a second driving sprocket 37, and the first driving sprocket 38 and the second driving sprocket 37 realize the driving connection between the rotor shaft 34 of the motor 33 and the third intermediate shaft 31 through a chain 39. At this time, the power of the motor 33 is transmitted to the third intermediate shaft 31 via the rotor shaft 34, the first drive sprocket 38, and the second drive sprocket 37 in this order. In the charging condition, the power is reversely transmitted from the third intermediate shaft 31 to the motor 33, so that the battery is charged.
FIG. 7 is a simplified diagram of a hybrid drive range combination according to one embodiment. The transmission according to the embodiment of fig. 1, 3, 4 and 5 can be adapted to such a hybrid drive range combination. In fig. 7, the internal combustion engine or engine 7 is denoted by the symbol ICE and the electric machine 33 is denoted by the symbol EM. Here, the engine 7 may have five forward gears, i.e., first to fifth gears, and one reverse gear, and the motor 33 may have two motor gears. Each connecting line represents a combination of an engine gear and a motor gear. As can be seen from fig. 7, any one of the engine gears can be combined with any one of the electric machine gears, thus resulting in a total of ten hybrid drive modes and two hybrid reverse modes. It goes without saying that any combination of other numbers of engine gears and other numbers of electric machine gears is also conceivable.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of the present invention, and the improvements and modifications should also fall within the protection scope of the present invention.

Claims (30)

1. A gearbox for a hybrid vehicle, characterized in that it comprises a first gearbox portion having four forward gears, first to fourth gears, or five forward gears, first to fifth gears, each of which is selectively shiftable via selective closure of a plurality of synchronizers;
the first gearbox part comprises exactly one input shaft (14) and exactly two intermediate shafts (6, 25), the input shaft (14) is configured to be in transmission connection with an engine (7), a first driving gear (9) and a second driving gear (10) are arranged on the input shaft (14), a first driven gear (2) meshed with the first driving gear and a second driven gear (4) meshed with the second driving gear are arranged on the first intermediate shaft (6) of the two intermediate shafts, a third driven gear (19) meshed with the first driving gear and a fourth driven gear (21) meshed with the second driving gear are arranged on the second intermediate shaft (25) of the two intermediate shafts, the first driven gear (2), the second driven gear (4), the second driven gear (19), the third driven gear, the second driven gear (21), the third driven gear, the fourth driven gear (2), the second driven gear (2), the fourth driven gear (4), the driven gear (19), and the fourth driven gear (21) are respectively configured to be sleeved gears, and the first driven gear (2), the second driven gear (2) and the second driven gear (the second driven gear) is configured to be sleeved with the second driven gear (2) and the second driven gear (second driven gear) and the second driven gear) is configured to the second driven gear (second driven gear) is configured to be sleeved gear) and the second driven gear (second driven gear) and the second driven gear) is configured to be connected to the second driven gear) to be connected to the second driven gear) to the second driven gear (2) to be connected to be, 4. 19, 21) each form with the respective drive gear one of the four forward gears or the five forward gears, in the case of which one further gear is formed by a third drive gear (11) arranged on the input shaft and a fifth driven gear (5) arranged on the first countershaft or on the second countershaft, a first main reduction gear (1) being provided on the first countershaft (6) and a second main reduction gear (18) being provided on the second countershaft (25), the first and second main reduction gears being coupled to a common output shaft (26); and is
The second gearbox part comprises a third intermediate shaft (31) and one of the two intermediate shafts (6, 25), the third intermediate shaft (31) is constructed to be in transmission connection with a motor (33), a motor first gear driving gear (30) is arranged on the third intermediate shaft (31), and a motor first gear driven gear (24) is arranged on the one intermediate shaft;
wherein every two shafts of the input shaft (14), the first intermediate shaft (6), the second intermediate shaft (25) and the third intermediate shaft (31) are arranged in a mutually parallel offset manner;
the first transmission part has a reverse gear;
a reverse gear driving gear (13) is arranged on the input shaft (14), a reverse gear driven gear is arranged on the first intermediate shaft or the second intermediate shaft, and the reverse gear driving gear (13) is in transmission connection with the reverse gear driven gear through an intermediate gear;
the gearbox is operable in any one of the following operating modes:
an engine-driven mode in which only the input shaft (14) is driven by the engine;
a pure electric mode, wherein only one electric gear is driven by the electric machine (33);
a hybrid drive mode, in which not only the input shaft (14) is driven by the engine, but also one of the electric gears is driven by the electric machine (33);
a charging mode in which the input shaft (14) drives the motor (33);
a start engine mode in which the electric machine (33) drives the input shaft (14); and
a reverse mode comprising: a reverse mode via the engine alone, a reverse mode via the electric machine alone, and a hybrid reverse mode via not only the engine but also the electric machine.
2. The transmission for a hybrid vehicle according to claim 1,
the first driving gear (9) is a fixed gear or a sleeved gear; and/or
The second driving gear (10) is a fixed gear or a sleeved gear.
3. The transmission for a hybrid vehicle according to claim 1 or 2,
the synchronizer for the first driven gear (2) and the synchronizer for the second driven gear (4) are designed as a first double-sided synchronizer (3) which is arranged between the first driven gear (2) and the second driven gear (4) on the first countershaft (6); and/or
The synchronizer for the third driven gearwheel (19) and the synchronizer for the fourth driven gearwheel (21) are designed as a second double-sided synchronizer (20) which is arranged between the third driven gearwheel (19) and the fourth driven gearwheel (21) on the second countershaft (25).
4. The gearbox for hybrid vehicles according to claim 1 or 2, characterized in that the third driving gear (11) and the fifth driven gear (5) form a first gear, a second gear, a third gear, a fourth gear or a fifth gear.
5. The gearbox for hybrid vehicles according to claim 1 or 2, characterized in that said first driving gear (9) and first driven gear (2) form a first gear, said first driving gear (9) and third driven gear (19) form a third gear, said second driving gear (10) and second driven gear (4) form a second gear, and said second driving gear (10) and fourth driven gear (21) form a fourth gear.
6. The gearbox for hybrid vehicle according to claim 1 or 2, characterized in that the first driving gear (9) and the second driving gear (10) are arranged in sequence or vice versa on the input shaft from the side facing the engine (7) to the side facing away from the engine (7); and the third driving gear (11) is arranged on the side facing the engine (7) or the side far away from the engine (7) relative to the first driving gear (9) and the second driving gear (10), or arranged between the first driving gear (9) and the second driving gear (10).
7. The gearbox for a hybrid vehicle according to claim 1 or 2, characterised in that the input shaft (14) is configured for driving connection with an engine (7) via a clutch (8) or a hydrodynamic torque converter.
8. Gearbox for hybrid vehicle according to claim 1 or 2, characterised in that a differential (27) is integrated in the gearbox, wherein the first main reduction gear (1) and the second main reduction gear (18) mesh with a differential gear (17) of the differential; or the output shaft is configured for driving connection with a final drive or differential via a propeller shaft.
9. Gearbox for hybrid vehicle according to claim 1 or 2, characterised in that said electric machine (33) is integrated in the gearbox.
10. The transmission for a hybrid vehicle according to claim 1 or 2,
the intermediate gear is a driving gear of one motor gear, and the reverse driven gear is a driven gear of the one motor gear; or
The intermediate gear is an idler gear (16) and the reverse driven gear is a driven gear of one of the motor gears.
11. The transmission for a hybrid vehicle of claim 10, wherein the one electric machine gear is an electric machine first gear or an electric machine second gear.
12. The transmission for a hybrid vehicle according to claim 1, characterized in that the third driving gear (11) is a socket gear, the reverse driving gear (13) is a socket gear, and the synchronizer for the third driving gear (11) and the synchronizer for the reverse driving gear (13) are constituted as a third bilateral synchronizer (12) disposed on the input shaft (14) between the third driving gear (11) and the reverse driving gear (13).
13. The transmission for a hybrid vehicle according to claim 1 or 2, characterized in that an electric machine second gear driving gear (29) is provided on the third intermediate shaft (31), and an electric machine second gear driven gear (22) is provided on the one intermediate shaft.
14. The gearbox for hybrid vehicles according to claim 13, characterized in that the electric machine first gear driven gear (24) and the electric machine second gear driven gear (22) are socket gears, respectively, and the synchronizer for the electric machine first gear driven gear (24) and the synchronizer for the electric machine second gear driven gear (22) are constituted as a fourth double-sided synchronizer (23) disposed between the electric machine first gear driven gear (24) and the electric machine second gear driven gear (22) on said one countershaft.
15. The gearbox for hybrid vehicles according to claim 1 or 2, characterized in that the driving gear of one electric machine gear is arranged in the same axial position as the third driving gear (11) with reference to the axis of the input shaft (14).
16. The gearbox for hybrid vehicles according to claim 1 or 2, characterized in that the driving gear of one electric machine gear is arranged in the same axial position as the reverse driving gear (13) with reference to the axis of the input shaft (14).
17. The gearbox for hybrid vehicles according to claim 1 or 2, characterized in that, with reference to the axis of the input shaft (14), the motor gears are arranged on the side towards the engine (7) and the forward gears are arranged on the side away from the engine (7); or each forward gear is arranged on the side facing the engine (7) and the motor gear is arranged on the side facing away from the engine (7).
18. The transmission for a hybrid vehicle according to claim 1 or 2, characterized in that a rotor shaft (34) of the electric machine (33) and any one of the input shaft (14), first intermediate shaft (6), second intermediate shaft (25) and third intermediate shaft (31) are arranged offset in parallel with each other.
19. The transmission for a hybrid vehicle according to claim 1, characterized in that the hybrid drive mode can be achieved by either forward gear and either electric machine gear.
20. The transmission for a hybrid vehicle according to claim 1, characterized in that the charge mode includes:
an idle charging mode in which a power transmission path from the input shaft (14) to the electric motor includes a reverse drive gear and a drive gear of one motor gear; and
a drive charging mode in which the power transmission path from the input shaft (14) to the electric machine includes a drive gear and a driven gear for a forward gear, first and second final drive gears, and a driven gear and a drive gear for a motor gear.
21. The transmission for a hybrid vehicle according to claim 1,
a third-gear driving gear serving as a first driving gear (9) and a second-fourth-gear driving gear serving as a second driving gear (10) are fixedly arranged on the input shaft (14) in sequence from one side facing the engine (7) to one side far away from the engine (7);
a first main reduction gear (1), a first gear driven gear serving as a first driven gear (2), a first double-sided synchronizer (3) and a second gear driven gear serving as a second driven gear (4) are sequentially arranged on the first intermediate shaft (6) from one side facing the engine (7) to one side far away from the engine (7);
a second main reduction gear (18), a third gear driven gear serving as a third driven gear (19), a second double-sided synchronizer (20), a fourth gear driven gear serving as a fourth driven gear (21) and a first motor gear driven gear (24) are sequentially arranged on the second intermediate shaft (25) from one side facing the engine (7) to one side far away from the engine (7);
the third intermediate shaft (31) is in transmission connection with the motor (33), and the third intermediate shaft (31) is provided with a motor first gear driving gear (30);
the output shaft (26) is provided with a differential (27), and a differential gear (17) of the differential (27) is meshed with the first main reduction gear (1) and the second main reduction gear (18) respectively.
22. The gearbox for hybrid vehicle according to claim 21, characterized in that said input shaft (14) is further provided with a first synchronizer and a reverse drive gear (13), said first synchronizer being engageable with said reverse drive gear (13), and said reverse drive gear (13) being meshed with said electric machine first gear drive gear (30).
23. Gearbox for hybrid vehicle according to claim 21, characterised in that it further comprises a reverse idler shaft (15) and an idler (16) provided on said reverse idler shaft (15), said input shaft (14) being further provided with a first synchronizer and a reverse driving gear (13);
the idle gear (16) is respectively meshed with the reverse gear driving gear (13) and the first gear driven gear (24) of the motor.
24. The gearbox for hybrid vehicles according to claim 22 or 23, characterized in that said input shaft (14) is also provided with a fifth-gear driving gear (11) as a third driving gear (11), said first synchronizer being an integral part of a third bilateral synchronizer (12) and being engageable with said fifth-gear driving gear or with said reverse driving gear (13), respectively;
and the first intermediate shaft (6) or the second intermediate shaft (25) is provided with a fifth-gear driven gear which is matched with the fifth-gear driving gear and is used as a fifth driven gear (5).
25. Gearbox for hybrid vehicle according to any of claims 21 to 23, characterised in that said electric machine first gear driven gear (24) is a fixed gear fixed to said second intermediate shaft (25); or
The first gear driven gear (24) of the motor is a sleeved gear sleeved on the second intermediate shaft (25), and the second intermediate shaft (25) is further provided with a second synchronizer used for the first gear driven gear (24).
26. Gearbox for hybrid vehicle according to claim 25, characterised in that said third intermediate shaft (31) is also provided with an electric motor second gear driving gear (29), said second intermediate shaft (25) being provided with an electric motor second gear driven gear (22) constituted as a socket gear;
the second synchronizer is a component of a fourth double-sided synchronizer (23), and the fourth double-sided synchronizer is positioned between the first gear driven gear (24) of the motor and the second gear driven gear (22) of the motor.
27. The gearbox for hybrid vehicles according to any one of claims 21 to 23, characterized in that the third countershaft (31) is geared with the electric motor (33) through gears or sprockets.
28. The transmission for a hybrid vehicle according to claim 1 or 2,
the input shaft (14) is sequentially provided with the following components from one side facing the engine (7) to one side far away from the engine (7): the transmission comprises a reverse gear driving gear (13) formed as a socket gear, a third bilateral synchronizer (12), a fifth gear driving gear serving as a third driving gear (11) formed as a socket gear, a first three-gear driving gear serving as a first driving gear (9) and a second four-gear driving gear serving as a second driving gear (10);
the first intermediate shaft (6) is sequentially provided with the following components from one side facing the engine (7) to one side far away from the engine (7): the synchronous motor comprises a first main reducing gear (1), a motor second gear driven gear (22), a fourth bilateral synchronizer (23), a motor first gear driven gear (24), a first gear driven gear serving as a first driven gear (2), a first bilateral synchronizer (3) and a second gear driven gear serving as a second driven gear (4);
the second intermediate shaft (25) is sequentially provided with the following components from one side facing the engine (7) to one side far away from the engine (7): a second main reducing gear (18), a fifth gear driven gear as a fifth driven gear (5), a third gear driven gear as a third driven gear (19), a second double-side synchronizer (20) and a fourth gear driven gear as a fourth driven gear (21);
the third intermediate shaft (31) is in transmission connection with the motor (33), and the third intermediate shaft (31) is sequentially provided with the following components from one side facing the engine (7) to one side far away from the engine (7): a first motor gear driving gear (29) and a first motor gear driving gear (30);
the output shaft (26) is provided with a differential (27), and a differential gear (17) of the differential (27) is meshed with the first main reduction gear (1) and the second main reduction gear (18) respectively.
29. Hybrid drive system comprising an engine (7) and an electric machine (33), characterized in that the hybrid drive system further comprises a gearbox for a hybrid vehicle according to any of claims 1-28.
30. A hybrid vehicle characterized by comprising the hybrid drive system according to claim 29.
CN201910027640.4A 2018-04-12 2019-01-11 Hybrid vehicle, hybrid drive system and gearbox Active CN110370916B (en)

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CN107599818A (en) * 2017-10-19 2018-01-19 上海汽车变速器有限公司 Hybrid power double-clutch speed changer

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CN110370916A (en) 2019-10-25
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US11364788B2 (en) 2022-06-21
US20200062105A1 (en) 2020-02-27
EP3584101A3 (en) 2021-08-11

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